Gate for railway-crossings.



No. 636,220. Patented Oct. 3|, I899. A. D. TURNER &. F. G. vonHEYDEBRAND u. d. LASA.

GATE FOR RAILWAY GBOSSINGS.

(Application flld Feb. 10; 1898'.)

5 $heets8heet I,

(No Model.)

ATTORNEYS 5 Sheets8heet z,

Patented Oct. 3|, [899.

A. D. TURNER G. F. G. von HEYDEBBAND ll. [1. LASA.

GATE FOR RAILWAY CROSSINGS.

(Application filed Feb. 1o, was.

(No Model.)

ATTORNEYS a 5% WM NJ m WITNESSES:

Patented Oct. 3|, I899.

A. D. TURNER &. F. C. van HEYDEBRAND u. d. LASA. GATE FOR RAILWAYCROSSINGS.

(No Model.)

' (Application filed Feb. 10, 1895.)

5 Sheets-Sheet 3,-

WITNESSES:

INVENTORS (W /195W ATTORNEYS Patented Oct. 3|, I899. A. D. TURNER & F.C. VOII HEYDEBBAND u. d. LASA.

GATE FOR RAILWAY GROSSINGS.

(Application filed Feb. 10, 1898.)

' 5 Sheets-Sheet 4,

I (No Model.)

INVENTOR S W49.Twwwu QTGMH MMMMMMA ATTORNEYS/////////////////////////////47//I///V//////////////////////////////////A9////////67////////////4l/l/ffr/ //Mr////////// W////////////////////I/I/l/I\ m: NORRIS rzrzason, PNOYOLITNLL, WASHINGTON, 04 c.

Patented Oct. 3|, I899.

A. D. TURNER .& F. G. von HEYDEBRAND u. d. LASA.

GATE FOR RAILWAY CROSSINGS.

(Application filed Feb. 10, 1898.)

5 Sheets-Sheet 5,

INVENTORS /nzm 7; v ATTORNEYS (No Model.)

WITNESSES:

FFKQEE.

NITED STATES PATEN AUGUST D. TURNER AND FERDINAND OHRISTOPH VONHEYDEBRAND UND DER LASA, OF NEW YORK, N. Y., ASSIGNORS, BY DIRECT ANDMESNE ASSIGNMENTS, TO THE AUTOMATIC TRIP RAILROAD GATE COMPANY, OFELIZABETH, NEW JERSEY.

GATE FOR RAILWAY-CROSSINGS.

SPEGIFICATION forming part of Letters Patent No.'636,220, dated October31, 1899.

Application fi led February 10, 1898. Serial No. 669,805. (No model.)

T all 107w? it y concern-I larged inside face view of one of thebearings 56 Be it known that we, AUGUST D. TURNER of a gate-trip. Fig. 9is a vertical sectional and FERDINAND OHRISTOPH VON HEYDE- view of thesame on the line 12 12 of. Fig. 8. BRAND UND DER LAsA,of the city,county, and Fig. 10 is an enlarged detail side view, partly 5 State ofNewYork, have invented certain new in section, of one form of gate andits coopand useful Improvements in Automaticallycrating mechanism, thespring being shown Operated Gates for Railroad-Crossings, of contracted.Fig. 11 is a like view of a modiwhich the following is a specification.fied form of gate and its cooperating mech- Our invention relates toautomatically-opanism, the spring being shown contracted; 1o eratedgates for railroad-crossings. Heretoand Fig. 12 is a diagrammatic planview of a fore various kinds of apparatus have been demodified form ofgate-operating mechanism vised for this purpose; but in all suchappaembodying our invention.

ratus, so far as we are aware, disadvantages In the accompanyingdrawings, A reprewere present which rendered their use imsents across-road, Fig. 12, which crosses one I 5 practicable. or morerailroad-tracks B. For the purposes The object of ourinvention is toovercome of clearness we have represented but one the disadvantagesheretofore found in autotrack and mechanism for use in connectionmatically-operated gates and to provide at therewith in Figs. 1 to 11,inclusive, whereas comparatively small cost a simple and eftwo tracksare represented in Fig. 12.

2o ficient mechanical device for automatically at represents the rails,which may be of any opening and closing gates at both sides of asuitable character. 7 crossing by atrain moving ineitherdirection Wewill first describe one form of signal without the aid of motive powerother than which may be used in connection with the that supplied by thepassing engine or train, gate-operating mechanism forming the sub- 25the invention being adapted for a double or ject-matter of ourinvention. v

a plurality of tracks, as well as a single track, A signal-trip b may bepivoted beneath the and for use in connect-ion with suitable alarmroad-bed to operate a suitable signal mechand signal mechanism, which,however, forms anism. This trip is provided with a counterno part of thepresent invention. I balance-weight c, which maintains it in the 30 Tothese ends our invention consists in the normal position. The trip isadapted to opnovel arrangement and combination of parts erate the signalor alarm wire or rod 0 if it hereinafter described and claimed. is movedin one direction, whereas the trip In the accompanying drawings, whereinmay be moved in the opposite direction withlikereference charactersindicatecorrespondout imparting motion to the signal-rod c 35 ing partsin the various views, Figure 1 is a One of these signal-trips may beprovided at diagrammatic view, in side elevation, of one each side ofthe crossing, and two of such sigr section of one form of apparatusembodying nal-trips are provided for each track, each at our invention.Fig. 2 is a like view of the a distance of, say, eightblocks from thecrossremaining section or portion of such apparaing A. Each of thesignal-rods c is connect- 40 tus. Fig. 3 is an enlarged detail sideview' ed with an arm 0 which is carried byadrum of one of thegate-operating trips. Fig. 4 is 0?. This drum is connected with a rod oralike view of another of said trips and its wire at, which is adapted tocommunicate connections. Fig. 5is an enlarged detailside motion within asuitable signal mechanism view of the pilot of an engine provided withwhich may be contained within a suitable sig- 45 one form of devicewhich is adapted to coopnal-tower.

erate with the trips in the road-bed. Fig. 6 It will be understood thatwhen a train apis a plan view of the same. Fig. 7 is an enproaching thecrossing reaches a bell-trip b larged detail plan view of one of thegate the trip will be shifted to operate the signaltrips and itsconnections. Fig. 8 is an enrod 0 and the drum 0 when motion willbecommunicated to the signal mechanism in the tower, thus warning any oneon the crossroad of the approach of a train. Then the train has passedthe road, contact with the next signal-trip is had in a directionopposite, since the alarm-trips are oppositely disposed, and a movementof the trip in the direction of the arrow in Fig. 2 will not communicatemotion to the signal-rod c and consequently no movement will becommunicated to the mechanism in the signal-box. Should, however, atrain be passingin an opposite direction, a movement of this last-namedtrip will be etfected to operate the mechanism in the signal-box, andthe first-named trip will not effect a movement of the signal.

As before stated, the signal-trips are first set into operation by theapproaching train and are located at a distance of, say, eight blocksfrom the cross-road. .At a distance of, say, four and two blocks on eachside of the cross-road are located trips E E and E E respectively, whichare adapted to operate the gates. Each of these trips is preferablymounted in a housing beneath the road-bed, as indicated in Fig. 3, andis adapted to project through a slot or opening in the roadbed betweenthe rails 67.. These trips are likewise preferably mounted inball-bearings, which are shown in Fig. E) to consist of an adjustablehead g with a supporting-face g for the balls g A square shaft g isprovided with a flange g, which is adapted to constitute an operatingbearing-face for the balls The gate-trip proper is preferably bolted tothe square shaft 9 in the manner illustrated in Fig. 3, and each ofthese gate-trips is provided with a nose or abutment 9 which is adaptedto bear upon a bolster g, as represented in Fig. 4, and limit thedownward movement of the gate-trip. Carried by the shaft and movabletherewith is an arm g which is secured centrally to the shaft. To theouter ends of this arm g are connected chains g which pass over suitablepulleys 9 supported within a conduit or channel h on one side of thetrack, Fig. 7. One end of each of these chains is connected to a gaterod, wire, or chain It, and these connectingrods h unite the varioustrips in a manner clearly indicated in Figs. 1 and 2 and likewiseconnect with a centrally-pivoted arm 7L2, which in turn is united to adrum 7L3, which connects with a gate-operating chain it. It will thus beseen that endless connections are formed between the various trips andthat any movement imparted to one trip will be imparted to acorresponding extent to the other trips. This gate-operating chain isconnected with a rod h, which is provided at its upper end with aplunger-head 7L6, which is provided with a flexible cup 71 of rubber orother suitable material. The rod h is normally maintained in theelevated position by a coil-spring 71. which is shown contracted in thedrawings, and the cup 7L7, connected therewith, is adapted to operate ina cylinder 71 which may constitute part of the standard F of the gate.In the cylinder 77. an upright post 11 is adapted to move. The postt'isprovided with a pin i, which is adapted to work in an inclined orhelical slot 2' in the cylinder h. The postt' is provided at its lowerend with a flexible cup 71.", which is intended to retard the downwardmovement of the post. A cross-bar or a gate G of any suitaable patternis secured to the post 2' and is adapted to extend entirely across thecrossroad A. It will be observed that by this construction the spring71,8 normally tends to maintain the post i in the raised position, inwhich the gate-bar G does not extend across the road, and that when therod h is pulled down against the tension of the spring 71 as illustratedin Fig. 10, the post t' is without support and is free to lower itselfby its own weight. In the downward movement of the post it will make aquarter-turn by reason of the engagement of the pin in the inclined slotin the cylinder h". This quarter-revolution of the post i is sufficientto cause the gate-bar G to be projected across the path of thecrossroad. lVhen the rod h is released, the plunger or head 7L6 will beslowly restored to the normal position by the spring 7L8, the cupvalve hpreventing the rapid movement of the parts. The upward movement of thehead h will raise the post and cause the gate to be slowly opened. Itwill be observed that by this construction no matter how suddenly therod 7L is drawn down the gate will be closed at a given rate of speed,because of the fact that there is no connection between the gate-postand the head h or the rod 71 which operates it.

In Fig. 11 a modified form of construction is illustrated, which isadapted for a dropgate instead of a swinging gate. In this constructionthe gate-bar G is pivoted, as indicated at 1' and is connected by a linki to a rod i which carries piston-heads t, which work sufficiently tightin the cylinder h to prevent a too-rapid movement of the parts. In thisdevice the gate is normally maintained in the elevated position by thespring h which spring, is depressed by a rod 72/ A flexible cup 7L7 isconnected to the rod h for the same purpose as that described inconnection with the device illustrated in Fig. 10. \Vhen the rod h isdepressed to contract the spring in this device, the gate-bar, which isnormally maintained in the position illustrated in dotted lines,willgradually fall to the position illustrated in full lines by reason ofthe fact that the piston-heads working in the cylinder will prevent arapid movement of said gate-bar.

Having described the construction of the various elements which areembodied in our invention, we will now describe the operation thereof.

Supposing a train to be coming in the direction of the arrow in Fig. 1,the antifrictionroller or other cooperating device carried by the pilotof the engine or by any of the cars of the train will first strike thesignal-trip b, (illustrated in Fig. 1,) when the signal will be operatedin the manner hereinbefore described. The engine will next approach thegate-tripE; but it will be observed that this trip is below the rail andis maintained out of the path of the roller on the pilot of the engineand is therefore not affected by the passage of the train. When,however, the engine reaches the gate-trip E it is depressed until thenose 9 thereof is brought into contact with its cooperating bolster g.This movement of the trip E causes the trip E to be. raised intooperative position and at the same time causes the gate to be closed inthe manner which has hereinbefore been explained. The shifting of thegate-trip E not only causes an elevation of the trip E, but it likewisecauses a depression of the trip E and an elevation of the trip E, sothat after the train has passed the gates the gate-trip E will have beenraised into operative position, where the antifriction-roller on' thepilot is brought into engagement therewith and the position of the tripsis again reversed and the gate is opened. The train passing to a fartherpoint contacts with the signal-trip b in Fig. 2, but does not effect anoperation of the signal, because of the fact that the trip is operativewhen turned in but one direction, and that the direction from which atrain approaches the gates-or cross-road. It should be understood thatthese various trips are located at a considerable distance apart, andshould a second train closely follow the first train it Will be observedthat the trips have been left by the first train in the position theywere in before the first train arrived at the first trip, so that thesecond train in passing will merely cause a repetion of the movementbefore described to take place. Should, however, a train approach fromthe opposite direction, the signal-trip b in Fig. 2 will be operated andthe trip E will be passed without engagement. The trip E however, willbe operated to close the gates and to shift the gate-trips E and E intooperative position and to cause the trip E" to be forced out of theoperative position, so that the train will not strike the trip E, butwill depress the trip E when it arrives at that point, and thus restorethe parts to their normal position. Thus it will be seen that the signaland the gates are operated under all conditions, whether trains befollowing one another or whether they approach from one direction or theother, and that after a train has passed the parts are automaticallyrestored to their normalposition and are ready to be operated by thenext train.

In Fig. 12 We have illustrated a two-track system embodying ourinvention. The opera tion of the parts, so far as the gates and thesignals are concerned, is in all respects like that hereinbeforedescribed. In this construction, however, two gates G are employed ateach side of the crossing, each of which gates extends'entirely acrossthe roadway or crossing. Two of these gates, one at each side of thecrossing, are united to a shaft H, which extends under the railroad-bed,while the other two gates are connected to a similar shaft H, and theseshafts carry at each end a drum 71 which connects with thegate-operating mechanism in the manner which has been hereinbeforedescribed. The shaft H and the gates controlled thereby are operated bythe gate-trips E E E and E whereas the shaft H is operated by the tripsE E E and E and the trips E E, E", and E are operated independently ofthe trips E E E and E but trips of each set are connected in the mannerillustrated in Figs. 1 and 2, and the operation of the parts is the sameas hereinbefore described. be seen that when a train has passed the tripE on one track and another train has approached the trip E on the othertrack the set of gates controlled by the shaft H will be closed, whilethe gates controlled by the shaft H will be opened. Thus by ourinvention we provide against accidents and against every contingency sofar as we are aware. Trains may follow one another in close successionor may pass each other at the crossing, and yet one set of gates will bemaintained closed aslong as any train has not passed the roadway andreached a point where the opening-trip is operated. It will likewise beobserved that there is little liability of the parts of the apparatusbecoming injured, no matter What the speed of a passing train may be,since the connections of the various parts are in a sense flexible,inasmuch as all of the parts give at the operation of a trip, and thereis no connection whatever between the gate and the mechanism whichoperates the same. For this latter reason the gates are operated slowly,no matter how great is the speed of a passing train. Furthermore, itwill be seen that no power is required to bring about the variousoperations other than that provided by the contact of the passing trainwith the trips.

' Springs a: may bevariously interposed between the connections whichunite the gatetrips. These springs have sufficient tension to overcomethe strain exerted by operating the signals and gates. Should, however,the contact-piece of one engine'reach. the trip E while the trip E isbeing depressed, no injury can result, since the depression of the tripE will merely cause the springs 00 to be expanded, and when eitherengine has passed a trip E or E the parts will assume their normal position. In a like manner springs y may be interposed between theconnections which unite the signal-trips, so that the connections Thusit will will not be broken if trains moving in opposite directionsshould each arrive at a signaltrip at the same time.

The mechanism for operating the signals, which is shown in theaccompanying drawings, is not claimed herein, but will form part of animproved signal mechanism which is to be embodied in a separateapplication.

Having described our invention, what we claim, and desire to securebyLetters Patent, lS-

1. In an apparatus of the character described, the combination of a gateadapted to drop into the operative position by its own weight, apiston-like plunger connected to and adapted to be moved in onedirection by said gate, a cylinder within which said plunger is adaptedto work to retard the movement of the gate when it is free of itssupport and is dropping into the operative position, a spring-supportfor normally maintaining the plunger and the gate in an elevatedposition and means for withdrawing the spring-support from said plunger.

2. In an apparatus of the character described, the combination of a gateadapted to drop into the operative position by its own weight, apiston-like plunger connected to and adapted to be moved in onedirection by said gate, a cylinder within which said plunger is adaptedto work to retard the movement of the gate when it is free of itssupport and is dropping into the operative position, a spring-supportentirely disconnected from said gate for normally maintaining theplungerand the gate in an elevated position, and means for withdrawingthe spring-support from said plunger.

3. In an apparatus of the character described, the combination of a gateadapted to drop into the operative position by its own weight, a post towhich the gate-bar or gate proper is connected, a cylinder within whichsaid post works, an inclined slot-and-pin connection between said postand cylinder, a spring-support for normally maintaining the post andgate in an elevated position and means for withdrawing thespring-support from said post, whereby, when the springsupport iswithdrawn, the gate will be turned and lowered into the operativeposition.

4. In an apparatus of the character described, the combination of aplurality of gate-trips upon opposite sides of a crossing,

' said trips being arranged so that certain of them are maintained in aninoperative position while others are in the operative position,connections between said trips whereby a movement of one trip out of theoperative position will cause the inoperative trips to be brought intoan operative position, double arms connected to each of said trips towhich the trip connections are secured, a drum operated by saidconnections, a gate and intermediate connections between the gate anddrum, whereby a movement of any '4 ese,22o

trip bya passing train will communicate mo-' tion to the gate.

5. In an apparatus of the character described, the combination of aplurality of gate-trips upon opposite sides of a crossing, saidgate-trips being adapted to be operated by a train moving in either oftwo directions and arranged so that certain of them are maintained in aninoperative position while others are in the operative position, directconnections between said trips said connections being positively securedto said trips whereby a movement of one trip out of the operativeposition will cause the inoperative trips to be brought into anoperative position, a gate adapted to drop into the operative positionby its own weight, a spring-support for normally maintaining the gate inan elevated position, and a positive connection between said trips andthe spring-pressed support for withdrawing the support from said gate.

6. In an apparatus of the character described, the combination of aplurality of gate-trips upon opposite sides of a crossing, said tripsbeing adapted to be operated by a train moving in either of twodirections and arranged so that certain of them are maintained in aninoperative position while others are in the operative position, directconnections between said trips, said connections being positivelysecured to said trips wherebya movement of one trip out of the operativeposition will cause the inoperative trips to be brought into anoperative position, a gate adapted to drop into the operative positionby its own weight, a spring-support entirely disconnected from said gatefor normally maintaining the gate in an elevated position, and meansconnected with the trips for withdrawing the support from said gate.

7. In an apparatus of the character de scribed, the combination of aplurality of gate-trips upon opposite sides of a crossing, said tripsbeing arranged so that certain of them are maintained in an inoperativeposition while others are in the operative position, positiveconnections between said trips whereby a movement of one trip out of theoperative position will cause the inoperative trips to be brought intoan operative position, a gate adapted to drop into the operativeposition by its own weight, a piston-like plunger connected to saidgate, a cylinder within which said plunger is adapted to work, aspring-support for normally maintaining the plunger and the gate in anelevated position, and means connected with the trips for withdrawingthe support from said gate.

8. In an apparatus of the character described, the combination of aplurality of gate-trips upon opposite sides of a crossing, said tripsbeing arranged so that certain of them are maintained in an inoperativeposition while others are in the operative position, connections betweensaid trips whereby a movement of one trip out of the operative elevatedposition and means connected with position will cause the inoperativetrips to be the trips for Withdrawing the support from brought into anoperative position, a gate said gate.- adapted to drop into theoperative position 5 by its own weight, a post to which the gatebar orgate proper is connected, a cylinder AUGUST D. TURNER. FERDINAND,CHRISTOIH VON Within Which'said post Works, an inclined HEYDEBRAND UNDDER LASA' slot-and-pin connection between said post Witnesses: and thecylinder, a spring-support for nor- CHARLES E. SMITH,

1o mally maintaining the post and gate in an GEO. E. MORSE.

